CN212579597U - Transmission system of front-drive hybrid power vehicle - Google Patents
Transmission system of front-drive hybrid power vehicle Download PDFInfo
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- CN212579597U CN212579597U CN202020329606.0U CN202020329606U CN212579597U CN 212579597 U CN212579597 U CN 212579597U CN 202020329606 U CN202020329606 U CN 202020329606U CN 212579597 U CN212579597 U CN 212579597U
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Abstract
The invention discloses a hybrid power vehicle transmission system which combines a gear shifting clutch C1, a gear shifting clutch C2, a gear shifting brake B and a double-row planetary gear mechanism by adopting a unique topological mode to realize multi-power coupling and gear shifting. The system transmits one path of power to an output gear through a torsional vibration damper, a clutch and a double-row planetary gear mechanism in sequence by an engine; the other path of power is transmitted to an output gear by a first motor through a double-row planetary gear mechanism; and the other path of power is input and transmitted to an output gear by a second motor, and the single path of input or mixed input comprehensive output can be realized by coupling the plurality of paths of power so as to drive the vehicle. The planetary gear mechanism is controlled by carrying out related control on the motors and selectively connecting the clutches C1, C2 and the brake B, so that three forward gears driven by the direct drive and the parallel drive of the engine, an input type power split E-CVT, a series drive, a double-motor drive and a single-motor drive can be realized.
Description
Technical Field
The invention relates to a vehicle front-drive hybrid power transmission system, in particular to a hybrid power vehicle transmission system driven by an internal combustion engine and a motor together.
Background
With the increasing development of energy crisis and the increasing deterioration of ecological environment, energy conservation and environmental protection become two major topics of attention in the current automobile industry, and thus various new energy automobiles come into operation. At present, fuel cell vehicles and pure electric vehicles are limited by problems of cost, endurance, battery electrolyte pollution and the like, and cannot be popularized in a large range temporarily, and hybrid vehicles become the optimal choice of current vehicle manufacturers by virtue of the advantages of relatively mature technology, good dynamic property, fuel economy and the like.
At present, hybrid power systems can be divided into three structures, namely series, parallel and series-parallel. In all series-parallel structures, the power split hybrid system which uses the planetary gear mechanism as the power coupling device is the most popular. The power split type hybrid power system mainly comprises a planetary gear mechanism and two combined motors. According to the configuration characteristics of the hybrid power system, the power split hybrid power system can realize the complete decoupling of the working point of the engine and the wheels, and the engine stably works in a high-efficiency interval to output power through the speed regulation function of one motor and the torque compensation of the other motor, so that the electronic stepless speed change is realized, and the overall fuel economy of the automobile is improved.
The Toyota THS input type power split hybrid power system has low system efficiency due to power circulation problem when the vehicle runs at high speed. In recent years, Toyota cars have been provided with patents with publication numbers CN104093586B and CN104395122A to obtain another mechanical point of the E-CVT by providing an engine with an upshift, thereby improving the efficiency of high-speed running of the vehicle. Two E-CVT mechanical points are obtained at the input point of the first motor under the notice number CN108621776A, so that the overall performance of the hybrid power system is improved. General purpose vehicles in patent publication No. CN102529677A improve high speed performance by providing two gears to the engine before a single planetary row power split mechanism. The hybrid power system described by the hybrid power system can not carry out efficient direct drive when the engine runs at high speed.
The series and parallel hybrid power systems are represented by the I-MMD of the Honda automobile, and the I-MMD system only uses a fixed-shaft gear train; the honda automobile in its publication number CN102869526A also has a scheme for realizing two modes of series driving and two-gear parallel driving by a planetary gear mechanism. These honda cars do not have the E-CVT mode to maximize engine operation in the efficient zone.
Disclosure of Invention
The present invention has been made in view of the above problems, and it is an object of the present invention to provide a hybrid vehicle transmission system which can obtain excellent economic performance by operating a vehicle in a pure electric or series drive mode at a start and a low speed, driving the vehicle in an input power split mode at a medium speed, and directly driving the vehicle with an engine at a high speed. Good power performance can be obtained using the parallel drive mode when the vehicle is accelerating or climbing a hill.
To achieve the above object, the present invention relates to a front-wheel drive hybrid vehicle transmission system, characterized in that: the engine and the first motor are respectively positioned on two sides of the input shaft and are coaxially arranged; the engine is connected with the torsional vibration damper; a first clutch C1 and a second clutch C2 are respectively arranged between the torsional vibration damper and the first input element and the second input element of the double-row planetary gear mechanism; the first motor is connected with a first input element of the double-row planetary gear mechanism; a brake B is arranged between the fixed element of the double-row planetary gear mechanism and the shell; the output element of the double-row planetary gear mechanism is connected with the output gear; the output gear outputs power. The second motor and the first motor are arranged on the same side or different sides in the axial direction, and the second motor can be connected to the output gear.
The power transmission in the present invention takes the following form: one path of power is transmitted to the output gear by the engine through the torsional vibration damper, the clutch and the double-row planetary gear mechanism in sequence, one path of power is transmitted to the output gear by the first motor through the double-row planetary gear mechanism, and the other path of power is input and transmitted to the output gear by the second motor. The power can be coupled to realize single input or mixed input and output to drive the vehicle.
The invention is also characterized in that: the double-row planetary gear mechanism is a four-node three-freedom-degree mechanism formed by connecting two planetary rows in series, and can be a Simpson planetary gear mechanism or a Ravigneaux planetary gear mechanism and an equivalent mechanism thereof; the hybrid power system comprises three wet type multi-plate type gear shifting elements, namely a first clutch C1, a second clutch C2 and a brake B, and the lever nodes of the double-row planetary gear mechanism are changed or fixed by switching the first clutch C1, the second clutch C2 and opening or closing the brake B, so that three forward gears, an input power split E-CVT mode, a series driving mode, a double-motor driving mode and a single-motor driving mode which are driven by the engine in a direct driving mode and a parallel driving mode are obtained.
In some embodiments, the dual row planetary gear mechanism may be a sipsen planetary gear mechanism, the front row sun gear S1 and the rear row sun gear S2 are connected, the front row planet carrier CR1 and the rear row ring gear R2 are connected, the first motor is connected with the first input member front row sun gear S1 and the rear row sun gear S2 of the sipsen planetary gear mechanism, the torsional damper may be connected with the first input member front row sun gear S1 and the rear row sun gear S2 of the sipsen planetary gear mechanism through the first clutch C1, and may be connected with the second input member front row planet carrier CR1 and the rear row ring gear R2 of the sipsen planetary gear mechanism through the second clutch C2; the fixed element front row ring gear R1 of the Simpson planetary gear mechanism and the shell can be connected through a brake B, and an output gear (06) is connected with an output element rear row planet carrier CR2 of the Simpson planetary gear mechanism.
In some embodiments, the double-row planetary gear mechanism can also be a ravigneaux planetary gear mechanism, the front row planet carrier CR1 is connected with the rear row planet carrier CR2, the front row ring gear R1 and the rear row ring gear R2 are the same common ring gear, the front row is a set of planet gears, the rear row is two sets of planet gears, and the front row and the rear row share the outermost set of planet gears; the first motor is connected to a first input element front sun gear S1 of the ravigneaux planetary gear mechanism, the torsional damper may be connected to a first input element front sun gear S1 of the ravigneaux planetary gear mechanism via a first clutch C1, or may be connected to a second input element front and rear ring gear R1R2 of the ravigneaux planetary gear mechanism via a second clutch C2, a fixed element rear sun gear S2 of the ravigneaux planetary gear mechanism may be connected to the housing via a brake B, and the output gear may be connected to an output element front and rear carrier CR1CR2 of the ravigneaux planetary gear mechanism.
In some embodiments, the double-row planetary gear mechanism can also be a ravigneaux planetary gear mechanism, the front row planet carrier CR1 is connected with the rear row planet carrier CR2, the front row ring gear R1 and the rear row ring gear R2 are the same common ring gear, the front row is two groups of planet gears, the rear row is one group of planet gears, and the front row and the rear row share the outermost group of planet gears; the first motor is connected with a first input element front sun gear S1 of the Ravigneaux planetary gear mechanism, the torsional damper can be connected with a first input element front sun gear S1 of the Ravigneaux planetary gear mechanism through a first clutch C1, the torsional damper can also be connected with a second input element front and rear planet carrier CR1CR2 of the Ravigneaux planetary gear mechanism through a second clutch C2, a fixed element rear sun gear S2 of the Ravigneaux planetary gear mechanism can be connected with the shell through a brake B, and the output gear is connected with an output element front and rear ring gear R1R2 of the Ravigneaux planetary gear mechanism.
Compared with the prior forerunner hybrid power technical scheme, the two motors are arranged side by side (non-coaxial) so that the axial space of the hybrid power system can be saved to a great extent. The double planetary rows are independently connected in series, no shifting elements such as clutches and brakes are arranged in the middle, the nested structure is reduced, and the manufacturing manufacturability and the assembly manufacturability are good. Two clutches can share one input hub and are arranged in a stacked mode to further meet the requirement of axial space, double planetary rows can be mature planetary gear mechanisms such as Simpson and Ravigneaux, and the implementability is high.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the application and not to limit the invention.
Fig. 1 is a schematic structural view of a driving apparatus according to a first embodiment of the present invention;
FIG. 2 is a velocity profile of the first embodiment of the present invention;
FIG. 3 is a schematic structural diagram of a driving apparatus according to a second embodiment of the present invention;
FIG. 4 is a velocity profile for a second embodiment of the present invention;
FIG. 5 is a schematic structural diagram of a driving apparatus according to a third embodiment of the present invention;
FIG. 6 is a velocity profile for a third embodiment of the present invention;
FIG. 7 is a schematic diagram illustrating the driving force of each mode according to the present invention.
In the figure:
c1 first clutch
Second clutch C2
B brake
01 first electric machine (01)
02 second electric machine (02)
03 torsion damper
04 Engine (04)
05 double-row planetary gear mechanism
06 output gear
S1 front row sun gear
S2 rear sun gear
CR1 front planet carrier
CR2 back row planet carrier
R1 front row ring gear
R2 back row ring gear
Detailed Description
The invention is further described with reference to the following figures and examples.
It is to be understood that the following detailed description is exemplary and is intended to provide further explanation of the invention as claimed. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs.
The invention has only two clutches and one brake with 23-8 open-close modes, and actually has 7 useful modes (as shown in the following table), the mode utilization rate is very high, and the various modes can meet the requirements of vehicle dynamic property and economy to the maximum extent.
The table above is an operation diagram of the first, second or third embodiment of the present invention in different driving modes.
Fig. 7 is a schematic diagram illustrating the driving force of each mode in the table above.
As fig. 1 schematically shows a drive device used in a first embodiment of the present invention, the hybrid power transmission systems are each mainly composed of the following parts: the hybrid vehicle drive system comprises a first motor (01), a brake B, a second motor (02), an engine (04), a torsional damper (03), a first clutch C1, a second clutch C2, a double-row planetary gear mechanism (the Simpson planetary gear mechanism in the embodiment) (05) and an output gear (06).
In the first embodiment, the double row planetary gear mechanism is a simpson planetary gear mechanism, the front sun gear S1 is connected to the rear sun gear S2, and the front carrier CR1 is connected to the rear ring gear R2. The first motor (01) is connected with a front row sun gear S1 and a rear row sun gear S2, the engine (04) is connected with a torsional vibration damper (03), the torsional vibration damper (03) is connected with the front row sun gear S1 and the rear row sun gear S2 through a first clutch C1, the torsional vibration damper (03) is connected with a front row planet carrier CR1 and a rear row gear ring R2 through a second clutch C2, the front row gear ring R1 is connected with a shell through a brake B, and an output gear (06) is connected with a rear row planet carrier CR 2.
The first embodiment has the following specific transmission route: the power from the second motor (02) is transmitted to the output gear (06); the power from the engine (04) is transmitted to the output gear (06) through the torsional damper (03), the first clutch C1 or the second clutch C2 and the double-row planetary gear mechanism (the Simpson planetary gear mechanism in the embodiment) (05) in sequence; the power from the first motor (01) is transmitted to an output gear (06) through a double-row planetary gear mechanism (05), and the power is coupled with the power output of the two power output paths to drive the vehicle.
The power transmission method and the driving mode using the hybrid transmission system of the present invention will be described in detail with reference to fig. 1 and 2:
1. first motor (01) drive/reverse mode: in the mode, the first clutch C1 and the second clutch C2 are opened, the brake B is combined, the battery discharges to power the first motor (01) to provide power for the vehicle, the mode can be used for the working conditions of vehicle starting and low-speed running, and the vehicle can be backed up by controlling the first motor (01) to rotate reversely.
2. Second motor (02) drive/reverse mode: in the mode, the first clutch C1, the second clutch C2 and the brake B are all opened, the battery is discharged to provide power for the second motor (02) to provide power for the vehicle, the mode is usually used for the working conditions of vehicle starting and low-speed running, and vehicle backward movement can be realized by controlling the second motor (02) to rotate reversely.
3. Dual motor drive/reverse mode: in the mode, the first clutch C1 and the second clutch C2 are opened, the brake B is closed, the battery is discharged, the first motor (01) and the second motor (02) provide power at the same time, the mode is usually in a large-torque and rapid-acceleration condition of the vehicle, and the vehicle can move backwards by controlling the first motor (01) and the second motor (02) to rotate reversely.
4. A parking charging mode: in this mode, the first clutch C1 is closed, the second clutch C2 and the brake B are opened, the first motor (01) starts the engine (04) to become a generator, and the engine (04) charges the battery through the first motor (01), thereby realizing the parking charging function.
5. Input power split E-CVT mode: in this mode, the second clutch C2 is closed, the first clutch C1 and brake B are open, the engine (04) torque is decoupled from the output torque by the second electric machine (02), the first electric machine (01) provides torque to maintain torque balance in the planetary gear mechanism, the first electric machine (01) acts as a generator, its steering generates electricity in opposition to positive drive steering, and the second electric machine (02) acts as a driving motor. The rotating speed of the engine (04) and the rotating speed of the output shaft are decoupled by the first motor (01), and the rotating speed of the second motor (02) is directly connected with the output shaft, so that the rotating speed of the second motor (02) must be coordinated with the rotating speed of the output shaft, two degrees of freedom of the engine (04) and the output shaft (wheels) are released by the mode through the transmission characteristics of the two motors and the planetary mechanism, and the engine (04) can continuously work in a most efficient area, so that stepless speed change is realized. This mode is often used for low and medium speed driving conditions and to maintain normal SOC levels.
6. Engine (04) direct drive/parallel drive first gear mode: as shown in fig. 2, in this mode, the second clutch C2 is opened, the first clutch C1 and the brake B are closed, the engine (04) is directly connected with the first motor (01), the double planetary gear (05) is used for reducing the speed, at this time, the second motor (02) can also participate in power driving, the first motor (01) can drive and charge the battery, and the system power is strongest when the first motor (01) and the second motor (02) are simultaneously connected in parallel with the engine (04) to provide power to drive the vehicle, which is commonly used in vehicle rapid acceleration and climbing.
7. Engine (04) direct drive/parallel drive second gear mode: as shown in fig. 2, in this mode, with the brake B on, the first clutch C1 and the second clutch C2 off, and the double planetary row (05) in direct gear, the engine (04) can be driven directly with high efficiency, and the first electric machine (01) will charge the battery when the battery SOC is low; when the SOC of the battery is high, the dual motors can also be connected with the engine (04) in parallel to provide power to drive the vehicle, and the mode is used for high-speed running in the vehicle.
8. Engine (04) direct drive/parallel drive third gear mode: in this mode, the first clutch C1 is open, the second clutch C2 and brake B are closed, the double planetary row (05) is overdrive and the engine (04) can be driven directly with high efficiency, and the first electric machine (01) will charge the battery when the battery SOC is low, as shown in FIG. 2; when the SOC of the battery is high, the dual motors can also provide power to drive the vehicle in parallel with the engine (04), and the mode is used for high-speed running of the vehicle.
9. Recovering braking energy: when the vehicle is decelerated or braked, the kinetic energy of the vehicle drives the second motor (02) or the first motor (01) through the driving wheels under the condition that the SOC of the battery allows (at the moment, the brake B is closed, and the first clutch C1 and the second clutch C2 are both opened) to work in a generator mode, and the kinetic energy is converted into electric energy to charge the battery.
As fig. 3 schematically shows a drive device used in a second embodiment of the present invention, the hybrid drive systems are each mainly composed of the following parts: the hybrid vehicle drive device comprises a first motor (01), a brake B, a second motor (02), an engine (04), a torsional damper (03), a first clutch C1, a second clutch C2, a double-row planetary gear mechanism (Ravigneaux planetary gear mechanism in the embodiment) (05) and an output gear (06).
In the second embodiment, the double-row planetary gear mechanism is a ravigneaux planetary gear mechanism, the front-row carrier CR1 is connected to the rear-row carrier CR2, and the front-row ring gear R1 is connected to the rear-row ring gear R2. The first motor (01) is connected with a front row sun gear S1, the engine (04) is connected with a torsional damper (03), the torsional damper (03) and the front row sun gear S1 can be connected through a first clutch C1, the torsional damper (03) and a front row gear ring R1 and a rear row gear ring R2 can be connected through a second clutch C2, a rear row sun gear S2 and a shell can be connected through a brake B, and an output gear (06) is connected with a front row planet carrier CR1 and a rear row planet carrier CR 2.
The second embodiment has the following specific transmission route: the power from the second motor (02) is transmitted to the output gear (06); the power from the engine (04) is transmitted to the output gear (06) through the torsional damper (03), the first clutch C1 or the second clutch C2 and the double-row planetary gear mechanism (the Ravigneaux planetary gear mechanism in the embodiment) (05) in sequence; the power from the first motor (01) is transmitted to an output gear (06) through a double-row planetary gear mechanism (05), and the power is coupled with the power output of the two power output paths to drive the vehicle.
The power transmission and driving modes of the hybrid power transmission system employing the present invention will be described in detail with reference to fig. 3 and 4:
1. first motor (01) drive/reverse mode: in the mode, the first clutch C1 and the second clutch C2 are opened, the brake B is combined, the battery discharges to power the first motor (01) to provide power for the vehicle, the mode can be used for the working conditions of vehicle starting and low-speed running, and the vehicle can be backed up by controlling the first motor (01) to rotate reversely.
2. Second motor (02) drive/reverse mode: in the mode, the first clutch C1, the second clutch C2 and the brake B are all opened, the battery is discharged to provide power for the second motor (02) to provide power for the vehicle, the mode is usually used for the working conditions of vehicle starting and low-speed running, and vehicle backward movement can be realized by controlling the second motor (02) to rotate reversely.
3. Dual motor drive/reverse mode: in the mode, the first clutch C1 and the second clutch C2 are opened, the brake B is closed, the battery is discharged, the first motor (01) and the second motor (02) provide power at the same time, the mode is usually in a large-torque and rapid-acceleration condition of the vehicle, and the vehicle can move backwards by controlling the first motor (01) and the second motor (02) to rotate reversely.
4. A parking charging mode: in this mode, the first clutch C1 is closed, the second clutch C2 and the brake B are opened, the first motor (01) starts the engine (04) to become a generator, and the engine (04) charges the battery through the first motor (01), thereby realizing the parking charging function.
5. Input power split E-CVT mode: in this mode, the second clutch C2 is closed, the first clutch C1 and brake B are open, the engine (04) torque is decoupled from the output torque by the second electric machine (02), the first electric machine (01) provides torque to maintain torque balance in the planetary gear mechanism, the first electric machine (01) acts as a generator, its steering generates electricity in opposition to positive drive steering, and the second electric machine (02) acts as a driving motor. The rotating speed of the engine (04) and the rotating speed of the output shaft are decoupled by the first motor (01), and the rotating speed of the second motor (02) is directly connected with the output shaft, so that the rotating speed of the second motor (02) must be coordinated with the rotating speed of the output shaft, two degrees of freedom of the engine (04) and the output shaft (wheels) are released by the mode through the transmission characteristics of the two motors and the planetary mechanism, and the engine (04) can continuously work in a most efficient area, so that stepless speed change is realized. This mode is often used for low and medium speed driving conditions and to maintain normal SOC levels.
6. Engine (04) direct drive/parallel drive first gear mode: as shown in fig. 4, in this mode, the second clutch C2 is opened, the first clutch C1 and the brake B are closed, the engine (04) is directly connected with the first motor (01), the double planetary gear (05) is used for reducing the speed, at this time, the second motor (02) can also participate in power driving, the first motor (01) can be driven and can also charge the battery, and the system power is strongest when the first motor (01) and the second motor (02) are simultaneously connected in parallel with the engine (04) to provide power to drive the vehicle, which is commonly used for vehicle rapid acceleration and climbing.
7. Engine (04) direct drive/parallel drive second gear mode: as shown in fig. 4, in this mode, with brake B on, first clutch C1 and second clutch C2 off, and the double planetary row (05) in direct gear, the engine (04) can be driven directly with high efficiency, and the first electric machine (01) will charge the battery when the battery SOC is low; when the SOC of the battery is high, the dual motors can also be connected with the engine (04) in parallel to provide power to drive the vehicle, and the mode is used for high-speed running in the vehicle.
8. Engine (04) direct drive/parallel drive third gear mode: in this mode, the first clutch C1 is open, the second clutch C2 and brake B are closed, the double planetary row (05) is overdrive and the engine (04) can be driven directly with high efficiency, and the first electric machine (01) will charge the battery when the battery SOC is low, as shown in FIG. 4; when the SOC of the battery is high, the dual motors can also provide power to drive the vehicle in parallel with the engine (04), and the mode is used for high-speed running of the vehicle.
9. Recovering braking energy: when the vehicle is decelerated or braked, the kinetic energy of the vehicle drives the second motor (02) or the first motor (01) through the driving wheels under the condition that the SOC of the battery allows (at the moment, the brake B is closed, and the first clutch C1 and the second clutch C2 are both opened) to work in a generator mode, and the kinetic energy is converted into electric energy to charge the battery.
As schematically shown in fig. 5, in a drive device used in a third embodiment of the present invention, the hybrid drive systems are each mainly composed of the following parts: the hybrid vehicle drive system comprises a first motor (01), a brake B, a second motor (02) (optional), an engine (04), a torsional damper (03), a first clutch C1, a second clutch C2, a double-row planetary gear mechanism (the Ravigneaux planetary gear mechanism in the embodiment) (05) and an output gear (06).
In the third embodiment, the double-row planetary gear mechanism is a ravigneaux planetary gear mechanism, the front-row carrier CR1 is connected to the rear-row carrier CR2, and the front-row ring gear R1 is connected to the rear-row ring gear R2. The first motor (01) is connected with a front row sun gear S1, the engine (04) is connected with a torsional damper (03), the torsional damper (03) and the front row sun gear S1 can be connected through a first clutch C1, the torsional damper (03) and a front and rear row planet carrier CR1CR2 can be connected through a second clutch C2, a rear row sun gear S2 and a shell can be connected through a brake B, and an output gear (06) is connected with a front and rear row gear ring R1R 2.
The third embodiment has the following specific transmission route: the power from the second motor (02) is transmitted to the output gear (06); the power from the engine (04) is transmitted to the output gear (06) through the torsional damper (03), the first clutch C1 or the second clutch C2 and the double-row planetary gear mechanism (the Ravigneaux planetary gear mechanism in the embodiment) (05) in sequence; the power from the first motor is transmitted to an output gear (06) through a double-row planetary gear mechanism (05), and the power is coupled with the power output of the two power sources to drive the vehicle.
The power transmission and driving modes of the hybrid power transmission system employing the present invention will be described in detail with reference to fig. 5 and 6:
1. first motor (01) drive/reverse mode: in the mode, the first clutch C1 and the second clutch C2 are opened, the brake B is combined, the battery discharges to power the first motor (01) to provide power for the vehicle, the mode can be used for the working conditions of vehicle starting and low-speed running, and the vehicle can be backed up by controlling the first motor (01) to rotate reversely.
2. Second motor (02) drive/reverse mode: in the mode, the first clutch C1, the second clutch C2 and the brake B are all opened, the battery is discharged to provide power for the second motor (02) to provide power for the vehicle, the mode is usually used for the working conditions of vehicle starting and low-speed running, and vehicle backward movement can be realized by controlling the second motor (02) to rotate reversely.
3. Dual motor drive/reverse mode: in the mode, the first clutch C1 and the second clutch C2 are opened, the brake B is closed, the battery is discharged, the first motor (01) and the second motor (02) provide power at the same time, the mode is usually in a large-torque and rapid-acceleration condition of the vehicle, and the vehicle can move backwards by controlling the first motor (01) and the second motor (02) to rotate reversely.
4. A parking charging mode: in this mode, the first clutch C1 is closed, the second clutch C2 and the brake B are opened, the first motor (01) starts the engine (04) to become a generator, and the engine (04) charges the battery through the first motor (01), thereby realizing the parking charging function.
5. Input power split E-CVT mode: in this mode, the second clutch C2 is closed, the first clutch C1 and brake B are open, the engine (04) torque is decoupled from the output torque by the second electric machine (02), the first electric machine (01) provides torque to maintain torque balance in the planetary gear mechanism, the first electric machine (01) acts as a generator, its steering generates electricity in opposition to positive drive steering, and the second electric machine (02) acts as a driving motor. The rotating speed of the engine (04) and the rotating speed of the output shaft are decoupled by the first motor (01), and the rotating speed of the second motor (02) is directly connected with the output shaft, so that the rotating speed of the second motor (02) must be coordinated with the rotating speed of the output shaft, two degrees of freedom of the engine (04) and the output shaft (wheels) are released by the mode through the transmission characteristics of the two motors and the planetary mechanism, and the engine (04) can continuously work in a most efficient area, so that stepless speed change is realized. This mode is often used for low and medium speed driving conditions and to maintain normal SOC levels.
6. Engine (04) direct drive/parallel drive first gear mode: as shown in fig. 6, in this mode, the second clutch C2 is opened, the first clutch C1 and the brake B are closed, the engine (04) is directly connected with the first motor (01), the double planetary gear (05) is used for reducing the speed, at this time, the second motor (02) can also participate in power driving, the first motor (01) can be driven and can also charge the battery, and the system power is strongest when the first motor (01) and the second motor (02) are simultaneously connected in parallel with the engine (04) to provide power to drive the vehicle, which is commonly used for vehicle rapid acceleration and climbing.
7. Engine (04) direct drive/parallel drive second gear mode: as shown in fig. 6, in this mode, with brake B on, first clutch C1 and second clutch C2 off, and the double planetary row (05) in direct gear, the engine (04) can be driven directly with high efficiency, and the first electric machine (01) will charge the battery when the battery SOC is low; when the SOC of the battery is high, the dual motors can also be connected with the engine (04) in parallel to provide power to drive the vehicle, and the mode is used for high-speed running in the vehicle.
8. Engine (04) direct drive/parallel drive third gear mode: as shown in fig. 6, in this mode, the first clutch C1 is open, the second clutch C2 and brake B are closed, the double planetary row (05) is overdrive, the engine (04) can be driven directly with high efficiency, and the first electric machine (01) will charge the battery when the battery SOC is low; when the SOC of the battery is high, the dual motors can also provide power to drive the vehicle in parallel with the engine (04), and the mode is used for high-speed running of the vehicle.
9. Recovering braking energy: when the vehicle is decelerated or braked, the kinetic energy of the vehicle drives the second motor (02) or the first motor (01) through the driving wheels under the condition that the SOC of the battery allows (at the moment, the brake B is closed, and the first clutch C1 and the second clutch C2 are both opened) to work in a generator mode, and the kinetic energy is converted into electric energy to charge the battery.
The foregoing is a more detailed description of the invention in connection with specific preferred embodiments and it is not intended that the invention be limited to these specific details. For those skilled in the art to which the invention pertains, several equivalent substitutions or obvious modifications, which are equivalent in performance or use, without departing from the inventive concept, should be considered to fall within the scope of protection determined by the claims as filed.
For example, adding a one-way clutch between the engine and the torsional damper or after the torsional damper prevents the engine from rotating in the reverse direction without affecting the existing modes and functions of the hybrid powertrain.
The foregoing is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, similar modifications and improvements can be made without departing from the inventive concept of the present invention, and these are also considered to be within the protection of the present invention.
Claims (6)
1. A front-drive hybrid vehicle driveline, characterized by: the engine (04) and the first motor (01) are respectively positioned on two sides of the input shaft and are coaxially arranged; the engine (04) is connected with the torsional vibration damper (03); a first clutch C1 and a second clutch C2 are respectively arranged between the torsional damper (03) and the first input element and the second input element of the double-row planetary gear mechanism (05); the first motor (01) is connected with a first input element of the double-row planetary gear mechanism (05); a brake B is arranged between the fixed element of the double-row planetary gear mechanism (05) and the shell; the output element of the double-row planetary gear mechanism (05) is connected with an output gear (06); the output gear (06) outputs power.
2. A front-drive hybrid vehicle driveline as set forth in claim 1, wherein: the system further comprises a second motor (02), the second motor (02) and the first motor (01) are axially arranged on the same side or different sides, and the second motor (02) can be connected to the output gear (06).
3. A front-drive hybrid vehicle driveline as set forth in claim 1, wherein: the double-row planetary gear mechanism (05) is a four-node three-freedom-degree mechanism formed by connecting two planetary rows in series, and can be a Simpson planetary gear mechanism or a Ravigneaux planetary gear mechanism and an equivalent mechanism thereof; the hybrid power system comprises three wet type multi-plate type gear shifting elements, namely a first clutch C1, a second clutch C2 and a brake B, and the lever nodes of the double-row planetary gear mechanism are changed or fixed by switching the first clutch C1, the second clutch C2 and opening or closing the brake B, so that three forward gears, an input power split E-CVT mode, a series driving mode, a double-motor driving mode and a single-motor driving mode which are driven by the direct drive and the parallel drive of the engine are obtained.
4. A front-drive hybrid vehicle driveline as set forth in claim 1, wherein: the double-row planetary gear mechanism (05) can be a Simpson planetary gear mechanism, a front row sun gear S1 is connected with a rear row sun gear S2, a front row planet carrier CR1 is connected with a rear row gear ring R2, a first motor (01) is connected with a first input element front row sun gear S1 and a row sun gear S2 of the Simpson planetary gear mechanism, and a torsional vibration damper (03) can be connected with a first input element front row sun gear S1 and a rear row sun gear S2 of the Simpson planetary gear mechanism through a first clutch C1, and can also be connected with a second input element front row planet carrier CR1 and a rear row gear ring R2 of the Simpson planetary gear mechanism through a second clutch C2; the fixed element front row ring gear R1 of the Simpson planetary gear mechanism and the shell can be connected through a brake B, and an output gear (06) is connected with an output element rear row planet carrier CR2 of the Simpson planetary gear mechanism.
5. A front-drive hybrid vehicle driveline as set forth in claim 1, wherein: the double-row planetary gear mechanism (05) is a Ravigneaux planetary gear mechanism, a front-row planet carrier CR1 is connected with a rear-row planet carrier CR2, a front-row gear ring R1 and a rear-row gear ring R2 are the same shared gear ring, the front row is a group of planet gears, the rear row is two groups of planet gears, and the front row and the rear row share the outermost group of planet gears; the first motor (01) is connected with a first input element front sun gear S1 of the Ravigneaux planetary gear mechanism, the torsional damper (03) is connected with a first input element front sun gear S1 of the Ravigneaux planetary gear mechanism through a first clutch C1, and is also connected with a second input element front and rear gear ring R1R2 of the Ravigneaux planetary gear mechanism through a second clutch C2, a fixed element rear sun gear S2 of the Ravigneaux planetary gear mechanism is connected with the shell through a brake B, and the output gear (06) is connected with an output element front and rear planet carrier CR1CR2 of the Ravigneaux planetary gear mechanism.
6. A front-drive hybrid vehicle driveline as set forth in claim 1, wherein: the double-row planetary gear mechanism (05) is also a Ravigneaux planetary gear mechanism, a front-row planet carrier CR1 is connected with a rear-row planet carrier CR2, a front-row gear ring R1 and a rear-row gear ring R2 are the same shared gear ring, the front row is two groups of planet gears, the rear row is a group of planet gears, and the front row and the rear row share the outermost group of planet gears; the first motor (01) is connected with a first input element front row sun gear S1 of the Ravigneaux planetary gear mechanism, the torsional damper (03) is connected with a first input element front row sun gear S1 of the Ravigneaux planetary gear mechanism through a first clutch C1, and is also connected with a second input element front row planet carrier CR1CR2 of the Ravigneaux planetary gear mechanism through a second clutch C2, a fixed element rear row sun gear S2 of the Ravigneaux planetary gear mechanism is connected with the shell through a brake B, and the output gear (06) is connected with an output element front row gear ring R1R2 of the Ravigneaux planetary gear mechanism.
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| CN202020329606.0U CN212579597U (en) | 2020-03-17 | 2020-03-17 | Transmission system of front-drive hybrid power vehicle |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202020329606.0U CN212579597U (en) | 2020-03-17 | 2020-03-17 | Transmission system of front-drive hybrid power vehicle |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113085519A (en) * | 2021-05-06 | 2021-07-09 | 华中科技大学 | Dual-motor electric automobile driving system |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN113085519A (en) * | 2021-05-06 | 2021-07-09 | 华中科技大学 | Dual-motor electric automobile driving system |
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